Automatic retainer.



E. M. SWIFT.

AUTOMATIC 'RETAINEB.

APPLICATION rum) 11011.30, 1009.

1,004,216. Patented Sept 26,1911.

anaemic:

COLUMBIA PLANOOIAP C0" WASHINGTON. D. C.

, normal position.

TE STAWENT OFFICE.

EDWIN 1VI. SWIFT, 0F SEATTLE, WASHINGTON, ASSIGNOR OF ONE-HALF TO SAMUEL L. CRAVENS, OF SEATTLE, WASHINGTON.

AUTOMATIC RETAINER.

Specification of Letters Patent.

Patented Sept. 26, 1911.

Tc all whom it may concern:

Be it known that I, EDWIN M. SWIFT, a citizen of the United States of America, and a resident of the city of Seattle, in the county of King and State of Washington, have invented certain new and useful Improvements in Automatic Retainers, of which the following is a specification.

The primary aim of my invention is to obtain a simultaneous release of the brakes throughout the train A further object resides in the provision of means whereby the overcharging of the auxiliary reservoirs is prevented, and further, in cutting out the auxiliary res rvoirs from communication with the train pipe successively in a rearward direction.

Other objects will be set forth as the description progresses, and those features of construction, arrangements and combinations of parts upon which I desire protection, succinctly defined in the appended claims.

Referring to the accompanying drawing, illustrating a preferred embodiment of my invention, Figure 1 is a view in longitudinal section of a retainer constructed in accordanoe with my invention, with the parts in Fig. 2 is a longitudinal section, as viewed from the other side of the retainer, with the valve broken away to illustrate its relatively long feed groove, and Fig. 3 is a fragmentary horizontal section taken through the valve.

In carrying out my invention, I provide a valve 1, which is arranged for controlling communication between the train pipe and the auxiliary reservoir and between the exhaust port of the triple valve and the at- 3, 3 and the latter between the ports 4, 1.

one extreme position will close port 4, thereby preventing escape of air through the triple valve while maintaining communication between ports 3, 3' and consequently between the train pipe and the triple valve. When shifted to the opposite extreme position, valve 1 closes ports 3 and 4, thereby cutting off communication between the triple valve and the train pipe while still holding the air from the triple valve against escape to the atmosphere. This is an important feature of 'my invention, inasmuch as by such operation I am enabled to, without overcharging the auxiliary reservoir of a train, effect a simultaneous release of all the brakes. I attain this with the mechanism now to be described.

Reference numeral 7 indicates a pressure retaining reservoir which communicates by a feed passage 12, in the form of a groove or channel, with a chamber 8 in which a piston 9 operates, which piston has a stem 9' on which the valve 1 is carried. Chamber 8 has communication through a port 8 with the branch 10 of the train pipe 10, which branch extends to the port 3, as clearly shown in Fi .2.

(/hambers 7 and 8 are conveniently provided by the end portions of a suitable casing 11, the intermediate portion of which casing forms the valve caslng 2.

Feed passage 12 is formed in the wall of chamber 8 and permits of air passing piston 9 and entering chamber 7 so that normally the air pressures in the respective chambers are equal. Said feed passage 12 extends from the normal position of the piston, a

suflicient distance rearwardly to also maintain communication between chambers 7 and 8 when the piston is shifted to its extreme inward position where said piston engages a stop 8" which holds it spaced from the adreduced and thepreponderance of pressure in chamber 7 thereupon forces piston .9 past feed passage 12 and thereby effects movement of valve 1 to close port 4 and prevent air escaping through channel 6.

In recharging the train line, air enters chamber 8 through the port 8 and passes through ports 3, 3 and feed groove 5 to the triple valve. hen the train line is recharged to substantially normal pressure, the engineers brake valve is moved to a full release position to admit air from the main reservoir to raise the pressure in the train pipe at the head end above maximum train line pressure. The pressure in the train pipe now exceeding that of chamber 7, piston 9 is forced to its extreme rearward position, compressing spring 141 and operating valve 1 to close ports 3 and 4, thereby preventing exhaust fIOHl the triple valve and overcharging of the auxiliary reservoir and allowing the main reservoir pressure to travel to the rear of the train. -As pressure in chambers? and 8 equalize through air passing through the-feed passage 12, spring 14 operates piston 9 to move valve 1 to normal position, thereby permitting brake cylinder pressure to escape to atmosphere and establishing communication between the train pipe and the triple valves so that the auxiliary reservoirs which were below maximum train line pressure when out off, receive the overcharge of the train pipe.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent of the United States'oi America, is:

1. In fluid pressure brakes, a valve arranged to connect the triple valve with the .train line and the triple exhaust with the atmosphere when in normal position, and means controlled by excess pressure in the train line to operate said valve to cut of]? communication between said triple valve and the train line and between the triple valve exhaust and the atmosphere.

2. In fluid pressure brakes, a valve ar ranged to normally establish communication between the triple valve and the train line, and means controlled by pressure of the train line to operate said valve to cut off communication with the triple valve upon pressure in the train line exceeding the normal maximum train line pressure.

3. In fluid pressure brakes, a valve ar ranged to connect the triple valve with the train line and the triple valve exhaust with the atmosphere when in normal position, and means controlled by pressure in the train line to upon reduction of said pressure operate said valve to cut off communication between the triple valve exhaust and the atmosphere and upon increase of said pressure above maximum to cut off compressure in the train pipe being received in the auxiliary reservoir.

5. An automatic retaining valve for fluid pressure brakes comprising a pressure retaining reservoir and a valve mechanism normally open and connected with the train pipe, the triple valve exhaust and the said pressure retaining reservoir and arranged when in normal or open position to allow charging of the said pressure retaining reservoir from the train pipe and to connect the triple valve exhaust with the atmosphere, the valve mechanism moving from" normal position by pressure from the said pressure retaining IBSGFVOIPOD reducing the pressure in the tram pipe to cut oil the pressure retaining reservoir from the train pipe and to close the triple valve exhaust to the" atmosphere and being further moved by "preponderance of pressure in the train pipe' over that in said pressure retaining reservoir to still close the triple valve exhaust to the atmosphere while connecting. said-pres sure retaining reservoir with said train pipe.

6. An automatic retaining valve for'fluid pressure brakes comprising a pressure re-' taming reservoir and a valve mechanism normally open and connected with the train"- pipe, the triple valve, the triple valve ex haust and said pressure retaining reservoir" and arranged when in normal position to allow charging of said pressurexretaining' reservoir from the train pipe, and to connect the triple valve exhaust with the atmosphere, the valve mechanism moving from normal position by pressure from said pressure retaining reservoir on reduction of pressure in the train pipe to cut off th epressure retaining reservoir from the train pipe, to close the triple valve exhaust-to the at mosphere and to connect said triple valve with said train pipe and being further moved by preponderance of pressure in the train pipe over that in said pressure retaining reservoir to connect the latter with said train pipe and to cut off communication between said triple valve and the train pipe, and means for returning said valve mechanism to normal position.

7 An automatic retaining valve for fluid pressure brakes comprising a pressure retaining reservoir and a valve mechanism normally open and connected with the train pipe, the triple valve exhaust, the triple valve and said pressure retaining reservoir and arrange when'in normal position to allow charging of said pressure retaining reservoir and the auxiliary reservoir from the train pipe and to connect the triple valve exhaust with the atmosphere, and being moved by preponderance of pressure in said train pipe over that in said pressure retaining reservoir to close the triple valve exhaust to the atmosphere and to shut off communication between said triple valve and the train pipe, and means whereby said valve mechanism is returned tonormal position.

8. An automatic retaining valve for fluid pressure brakes comprising a pressure retaining reservoir and a valve mechanism normally open and connected with the train pipe and with the triple valve, and arranged when in normal position to allow charging of the auxiliary reservoir, said valve being moved in one direction by reduction of pressure in the train pipe and in the reverse direction by preponderance of pressure in the train pipe over that in said pressure retaining reservoir to cut oil communication between said triple valve and the train pipe.

9. An automatic retaining valve for fluid pressure brakes comprising a pressure retaining reservoir, a casing having connection with the train pipe, the triple valve exhaust, the triple valve and said pressure retaining reservoir, a piston movable in said casing, said piston controlling the communication between the train pipe and pressure retaining reservoir and controlled by pressure from the train pipe and the said pressure retaining reservoir, and a valve in said casing movable with said piston, the said valve normally opening the triple valve exhaust to the atmosphere and being moved to a closed position to close said triple valve exhaust by the said piston upon a reduction of pressure in the train pipe, and moved in the reverse direction to cut ofi' communication be tween said triple valve and the train pipe and to close said triple valve exhaust by a preponderance of pressure in the train pipe over that in said pressure retaining reser- V011.

10. An automatic retaining valve for fluid pressure brakes comprising a pressure retaining reservoir, a casing having connection with the train pipe, the triple valve exhaust, the triple valve and said pressure retaining reservoir, a piston movable in said casing, said piston controlling the communication between the train pipe and pressure retaining reservoir and controlled by pressure from the train pipe and said pressure retaining reservoir, and a valve in said casing movable with said piston, said valve normally opening the triple valve exhaust to the atmosphere and being moved to a position to close said triple valve exhaust by the said piston upon a reduction of pressure in the train pipe, said piston during such movement cutting ofl communication between said pressure retaining reservoir and the train pipe, and moved in the reverse direction to cut oil communication between said triple valve'and the train pipe and to close said triple valve exhaust by a preponderance of pressure in said train pipe over that in the pressure retaining reservoir, said piston when in its last named position establishing communication between said pressure'retaining reservoir and the train pipe.

11. An automatic retaining valve for fluid pressure brakes comprising a pressure retaining reservoir, a casing having connection with the train pipe, the triple valve exhaust, the triple valve and said pressure retaining reservoir, a piston movable in said casing, said piston controlling the communication between the train pipe and pressure retaining reservoir and controlled by pressure from the train line and said ressure retaining reservoir, a valve in said casing movable with said piston, said valve normally opening the triple valve exhaust to the atmosphere and belng moved to a position to close said triple valve exhaust by the said piston upon a reduction of pressure in the train pipe, said piston during such movement cutting off communication between said pressure retaining reservoir and the train pipe, and moved in the reverse direction to cut oil' communication betweensaid triple valve and the train pipe and to close said triple valve exhaust by a preponderance of pressure in said train pipe over that in the pressure retaining reservoir, said piston when in its last named position establishing communication between said pressure retaining reservoir and the train pipe, and means for returning said piston to normal position.

12. An automatic retaining valve for fluid pressure brakes comprising a pressure retaining reservoir, a casing having communication therewith and with the train pipe and triple valve, a piston movable in said casing controlled by pressure from said pressure retaining reservoir and said train pipe and controlling the communication therebetween, and a valve in said casing movable with said piston for controlling communication between said train pipe and triple valve, said piston upon being moved by a preponderance of pressure in the train pipe over that in the pressure retaining reservoir closing said valve and establishlng communication between said pressure retaining reservoir and said train line.

13. An automatic retaining valve for fluid pressure brakes comprising a casing having connection with the train pipe, the triple valve exhaust and the triple valve, said casing being provided with a chamber forming a pressure retaining reservoir normally receiving air from the train pipe, a piston movable in said casing, said piston controlling the communication between the train pipe and said pressure retaining reservoir, and a valve in said casing connected to move with said piston, said valve normally opening the triple valve exhaust to the atmosphere and establishing communication between said train'pipe and triple valve, and being moved in opposite directions by decrease and increase of the train pipe pressure with respect to that of said pressure retaining reservoir, said piston upon being moved by a preponderance of pressure in the train pipe over that in said pressure retaining reservoir establishing communication between said train pipe and said pressure retaining reservoir and operating said valve to out 01f communication between said train pipe and triple valve and between said triple valve exhaust and the atmosphere.

14. An automatic retaining valve for fluid pressure brakes comprising a casing having connection with the train pipe, the triple valve exhaust and the triple valve, said casing being provided with a chamber forming a pressure retaining reservoir normally receiving air from the train pipe, a piston movable in said casing, said piston controlling the communication between the train pipe and said pressure retaining reservoir, a valve in said casing connected to move with said piston, said valve normally opening the triple valve exhaust and establishing communication between said train pipe and triple valve, and being moved in opposite directions by decrease and increase of the train pipe pressure with respect to that Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

of said pressure retaining reservoir, said -pressure brakes comprising a pressure retaining reservoir, a casing having connection therewith and with the train line, the triple valve and the triple valve exhaust, a piston in said casing controlling the communication between said train pipe and pressure retaining reservoir and controlled by pressure from said train pipe and said pressure retaining reservoir for movement in opposite directions upon the pressure on one side thereof being decreased or increased with respect to that on the other side thereof, and a valve normally opening said triple valve exhaust to the atmosphere and establishing communication between said train pipe and said triple valve, said valve being connected for movement with said piston for closing said triple valve exhaustwhen moved in either direction from normal and cutting off communication between said train pipe and said triple valve only when said piston is moved by a preponderance of pressure in the train pipe.

Signed at Seattle, Washington, this 20th day of November, 1909.

EDWIN M. SWIFT.

Witnesses:

FRANK E. ADAMS, E. W. CnEssMAN.

Washington, D. 0. 

